A vibration and noise reduction device for aircraft exhaust ports

Abstract

The present invention relates to the technical field of aircraft shock absorption and noise reduction, and discloses a shock absorption and noise reduction device for an aircraft exhaust port. The shock absorption and noise reduction device for the aircraft exhaust port includes an isolation cover that can be installed on the aircraft; an exhaust pipe disposed inside the isolation cover, including a connection section connected to the aircraft exhaust port and an outlet section that can communicate with the connection section; a deformation connection part having a first communication end and a second communication end respectively connected to the connection section and the outlet section, and a reduced diameter section disposed between the first communication end and the second communication end; a necking part including a pressing member in contact with the reduced diameter section. By providing the deformation connection part, the connection section can be accelerated during the process of reaching the outlet section through the deformation connection part, reducing the flow velocity difference between the external airflow of the aircraft and the airflow discharged from the exhaust port, thereby reducing the problems of vibration and noise caused by the high-speed airflow being involved in the aircraft exhaust port to generate a turbine due to an excessive flow velocity difference.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft shock absorption and noise reduction, and in particular to a shock absorption and noise reduction device for an aircraft exhaust port. Background Art

[0002] The aircraft exhaust port is an outlet on the fuselage for discharging air. The aircraft cabin pressure regulating system adjusts the exhaust volume of the pressurized cabin by controlling the opening degree of the exhaust port, so as to keep the pressure in the cabin at a safe and comfortable level.

[0003] During the flight of the aircraft, due to the high flight speed, the air flow velocity flowing through the exhaust port will be very fast. However, the air flow velocity discharged from the exhaust port is slow, and the velocity difference between the exhaust port and the external air flow is too large, resulting in high-speed air flow entering the internal area covered by the fuselage through the exhaust port, and generating a turbine due to the large velocity difference, causing structural vibration and noise problems in the surrounding area. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is that the velocity difference between the air flow discharged from the exhaust port and the external air flow is too large.

[0005] The above technical problem is solved by the following technical solution: The present invention provides a shock absorption and noise reduction device for an aircraft exhaust port, which includes an isolation cover that can be installed on the aircraft;

[0006] An exhaust pipe is arranged inside the isolation cover, and includes a connection section connected to the aircraft exhaust port and an outlet section that can communicate with the connection section;

[0007] A deformation connection part has a first communication end and a second communication end respectively connected to the connection section and the outlet section, and a reduced-diameter section arranged between the first communication end and the second communication end;

[0008] A constriction part includes a pressing member in contact with the reduced-diameter section and a pushing member abutted against the pressing member;

[0009] When the pushing member pushes the pressing member to move relative to the reduced-diameter section, the pressing member can reduce the diameter of the reduced-diameter section by compressing the reduced-diameter section.

[0010] In a preferred embodiment of the shock absorption and noise reduction device for an aircraft exhaust port of the present invention: the pushing member includes a rotating body and a force-applying body installed on the rotating body;

[0011] The pressing member is provided with a force-receiving body abutted against the force-applying body.

[0012] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: It further includes a fixing part installed on the isolation cover, which includes a mounting member. The pressing member is installed on the fixing part through the mounting member, and the rotating body is rotatably installed on the fixing part.

[0013] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: An opening is provided on the isolation cover;

[0014] The vibration and noise reduction device for an aircraft exhaust port further includes a moving part, which includes an operating body that can move and is installed in the opening, and a pulling belt that connects the operating body and the rotating body.

[0015] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: The rotating bodies are symmetrically arranged on both sides of the fixing part, and a connecting column is arranged between the two symmetrically arranged rotating bodies;

[0016] A concentric groove is provided on the fixing part, and the connecting column penetrates through the concentric groove.

[0017] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: The mounting member includes a sliding column fixed on the pressing member, a protruding body provided on the sliding column, and a first elastic member provided outside the sliding column. When the pressing member moves towards the reduced-diameter section, the protruding body presses the first elastic member.

[0018] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: The force-applying body has a contact surface that contacts the force-receiving body. One end of the contact surface extends away from the center of the rotating body, and the other end of the contact surface extends towards the center of the rotating body.

[0019] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: The number of the pressing members is at least two, and the pressing members are circumferentially distributed with the reduced-diameter section as the axis.

[0020] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: It further includes a connecting ring installed on the isolation cover, and both the connecting section and the outlet section are installed inside the isolation cover through the connecting ring.

[0021] In a preferred embodiment of the vibration and noise reduction device for an aircraft exhaust port according to the present invention: A skirt plate is provided on the outlet section;

[0022] A fixed column is installed on the connecting ring, and a second elastic member is sleeved outside the fixed column;

[0023] The fixed column penetrates through the skirt plate, and the second elastic member abuts against the skirt plate.

[0024] The beneficial effects of the present invention are as follows: By providing a deformation connection part, the connection section can be accelerated during the process of reaching the outlet section through the deformation connection part, reducing the flow velocity difference between the external airflow of the aircraft and the airflow discharged from the exhaust port, thereby reducing the problems of high-speed airflow being involved in the aircraft exhaust port to generate turbines, resulting in vibration and noise caused by an excessive flow velocity difference. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below only relate to some embodiments of the present invention and do not limit the present invention. Among them:

[0026] Figure 1 shows the overall structural schematic diagram of the present invention;

[0027] Figure 2 shows the structural schematic diagram of the mouth-binding part and the deformation connection part;

[0028] Figure 3 shows the cross-sectional view of the deformation connection part;

[0029] Figure 4 shows the structural schematic diagram of the pushing member and the pressing member;

[0030] Figure 5 shows the structural schematic diagram of the fixing part and the rotating body;

[0031] Figure 6 shows Figure 5 the enlarged view at A in

[0032] Figure 7 shows the structural schematic diagram of the moving part;

[0033] Figure 8 shows the specific structural diagram of the force-applying body;

[0034] Figure 9 shows the structural schematic diagram of the connecting ring;

[0035] Figure 10 shows Figure 9 the enlarged view at B in

[0036] 1. Isolation cover; 11. Opening; 2. Exhaust pipe; 21. Connection section; 22. Outlet section; 221. Skirt board; 3. Deformation connection part; 31. First communication end; 32. Second communication end; 33. Reduced diameter section; 4. Necking part; 41. Extrusion part; 411. Force-bearing body; 42. Pushing part; 421. Rotating body; 422. Force-applying body; 423. Connecting column; 424. Contact surface; 425. Far end; 426. Near end; 5. Fixed part; 51. Mounting part; 511. Slide column; 512. Protruding body; 513. First elastic part; 52. Concentric groove; 6. Moving part; 61. Acting body; 611. Strong pressure side; 612. Weak pressure side; 62. Pulling belt; 7. Connecting ring; 71. Fixed column; 72. Second elastic part. Detailed implementation mode

[0037] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below in conjunction with the specific implementation mode and the accompanying drawings.

[0038] The terms used in the present invention are those general terms that are currently widely used in the art in consideration of the functions of the present invention. However, these terms may change according to the intentions of those of ordinary skill in the art, precedents, or new technologies in the art. In addition, specific terms may be selected by the applicant, and in this case, their detailed meanings will be described in the detailed description of the present invention. Therefore, the terms used in the specification should not be understood as simple names, but based on the meanings of the terms and the overall description of the present invention.

[0039] Referring to Figure 1 , this embodiment provides a vibration and noise reduction device for an aircraft exhaust port, including an isolation cover 1, which can be installed on the aircraft; the isolation cover 1 is installed on the outer wall of the aircraft fuselage, specifically located at the aircraft exhaust port.

[0040] This vibration and noise reduction device includes an exhaust pipe 2, which is arranged in the isolation cover 1, including a connection section 21 connected to the aircraft exhaust port, and an outlet section 22 that can communicate with the connection section 21; gas can directly enter the interior of the connection section 21 from the aircraft's exhaust port and finally be discharged through the outlet section 22.

[0041] Refer to Figure 1 and Figure 2 , this vibration and noise reduction device includes a deformation connection part 3, which has a first communication end 31 and a second communication end 32 respectively connected to the connection section 21 and the outlet section 22, and a reduced diameter section 33 arranged between the first communication end 31 and the second communication end 32; the deformation connection part 3 can communicate the connection section 21 and the outlet section 22, so that gas can finally be discharged through the outlet section 22.

[0042] This vibration and noise reduction device includes a constricted opening portion 4, which includes a pressing member 41 in contact with the reduced diameter section 33, and a pushing member 42 abutted against the pressing member 41; when the pushing member 42 pushes the pressing member 41 to move relative to the reduced diameter section 33, the pressing member 41 can reduce the diameter of the reduced diameter section 33 by compressing the reduced diameter section 33.

[0043] Reference Figure 3 , the reduced diameter section 33 is located between the first communication end 31 and the second communication end 32. By reducing the diameter of the reduced diameter section 33 through the constricted opening portion 4, the diameter of the reduced diameter section 33 is made smaller than the diameters of the first communication end 31 and the second communication end 32, so that the deformation connection portion 3 forms a wide-narrow-wide channel, forming a de Laval nozzle structure. As a result, the gas discharged from the aircraft exhaust port can be accelerated during the process of passing from the connection section 21 through the deformation connection portion 3 to the outlet section 22, reducing the flow velocity difference between the external airflow of the aircraft and the airflow discharged from the exhaust port, thereby reducing the problem of vibration and noise caused by the high-speed airflow being involved in the aircraft exhaust port to generate a turbine due to the excessive flow velocity difference.

[0044] When the aircraft is flying at different speeds, the airflow speeds generated are different. By the pushing member 42, the diameter of the reduced diameter section 33 can be reduced, and the compression ratio (inlet area / throat area) of the contraction section of the de Laval nozzle structure formed by the reduced diameter section 33 can be changed. In this embodiment, it is the area ratio between the first communication end 31 and the reduced diameter section 33. At the same time, the half-cone angle of the expansion section is adjusted. In this embodiment, it is the half-cone angle of the second communication end 32, so as to control the acceleration effect of the gas discharged from the exhaust port.

[0045] In this embodiment, both the first communication end 31 and the second communication end 32 are preferably in the shape of a flared opening structure.

[0046] It should be noted that, in order to avoid the airflow reaching the speed of sound in advance before the reduced diameter section 33, resulting in a choking phenomenon, the compression ratio of the contraction section is controlled between 3:1 and 5:1. At the same time, in order to avoid the problem of oblique shock waves caused by the excessive half-cone angle of the second communication end 32, the half-cone angle of the second communication end 32 is preferably controlled between 10° and 15°.

[0047] In order to improve the effect of the diameter of the reduced diameter section 33 becoming smaller when compressing the reduced diameter section 33, the reduced diameter section 33 is preferably made of an elastic material, such as silicone rubber, polyurethane, etc. In addition, the number of pressing members 41 is at least two, and the pressing members 41 are circumferentially distributed around the reduced diameter section 33. In this embodiment, as Figure 4 , the number of pressing members 41 is taken as 4, and the extension lines of the moving directions of the pressing members 41 all pass through the center position of the reduced diameter section 33, so as to improve the effect of the pressing members 41 reducing the diameter by compressing the reduced diameter section 33.

[0048] As an alternative embodiment, as Figure 4, the driving member 42 includes a rotating body 421 and a force applying body 422 mounted on the rotating body 421; the squeezing member 41 is provided with a force receiving body 411 that abuts against the force applying body 422. In this embodiment, the rotating body 421 has an annular structure, and the force applying body 422 is fixed to the inner annular wall of the rotating body 421. When the rotating body 421 rotates, it can drive the force applying body 422 to rotate synchronously. By the rotation of the force applying body 422, the force receiving body 411 can be pressed, causing the squeezing member 41 to move. When the four squeezing members 41 move towards the reduced diameter section 33, the diameter of the reduced diameter section 33 can be reduced, the compression ratio of the contraction section of the Laval nozzle formed by the deformed connecting portion 3 can be increased, and the flow velocity of the airflow discharged from the exhaust port can be changed. When the aircraft flies at different speeds, this device can adapt to different external airflow speeds.

[0049] As an alternative embodiment, as Figure 5 and Figure 6 , the vibration and noise reduction device further includes a fixing portion 5 mounted on the isolation cover 1, which includes a mounting member 51. The squeezing member 41 is mounted on the fixing portion 5 through the mounting member 51, and the rotating body 421 is rotatably mounted on the fixing portion 5. In this embodiment, one end of the fixing portion 5 is fixed to the isolation cover 1, and the fixing portion 5 also has an annular structure. The squeezing member 41 can slide on the fixing portion 5. The rotating body 421 has an annular structure and is concentric with the fixing portion 5. The fixing portion 5 is non-rotatable, and the squeezing member 41 mounted on the fixing portion 5 is also non-rotatable. When the rotating body 421 rotates, it can push the squeezing member 41, and the squeezing member 41 will not rotate along.

[0050] In another embodiment, as Figure 7, an opening 11 is provided on the isolation cover 1; the vibration reduction and noise reduction device for the aircraft exhaust port further includes a moving part 6. The moving part 6 includes an operating body 61 installed in the opening 11 and capable of moving, and a pulling belt 62 connecting the operating body 61 and the rotating body 421. One end of the pulling belt 62 is connected to the operating body 61, and the other end is connected to the side of the rotating body 421 away from the operating body 61. The purpose of setting the moving part 6 is to automatically improve the acceleration effect of the gas discharged from the exhaust port when the aircraft accelerates and the relative flow velocity of the external air flow increases. One side of the moving part 6 extends to the outside of the isolation cover 1 through the opening 11 and contacts the external air flow. When the external high-speed air flow flows through the operating body 61 in the moving part 6, due to the Bernoulli principle, a weak pressure side 612 outside the isolation cover 1 and a strong pressure side 611 inside the isolation cover 1 are generated on the operating body 61, so that the operating body 61 is subjected to a thrust force towards the outside of the isolation cover 1. Therefore, the operating body 61 moves towards the outside of the isolation cover 1, and can drive the rotating body 421 to rotate through the pulling belt 62. Through the rotation of the rotating body 421, the force-applying body 422 is driven to rotate to cause extrusion on the extrusion part 41, so that the extrusion part 41 presses the compression diameter section 33, reduces the diameter of the reduced diameter section 33, and improves the compression ratio of the contraction section of the Laval nozzle structure formed by the reduced diameter section 33, so as to improve the acceleration effect of the air flow velocity flowing through the reduced diameter section 33. When the aircraft speed increases, the thrust force of the strong pressure side 611 received by the operating body 61 also increases, so that the force for the pulling belt 62 to pull the rotating body 421 can be improved, the rotation angle of the rotating body 421 increases, the displacement generated by the force-applying body 422 pushing the extrusion part 41 increases, and the smaller the diameter of the reduced diameter section 33 is, the diameter of the reduced diameter section 33 can be adaptively adjusted according to the flight speed of the aircraft.

[0051] As an alternative embodiment, such as Figure 5 and Figure 6 , the rotating bodies 421 are symmetrically arranged on both sides of the fixing part 5, and a connecting column 423 is arranged between the two symmetrically arranged rotating bodies 421; a concentric groove 52 is provided on the fixing part 5, and the connecting column 423 penetrates through the concentric groove 52. The concentric groove 52 is arc-shaped, and the concentric groove 52 and the fixing part 5 are concentric, and also concentric with the rotating body 421. In this embodiment, the number of the concentric grooves 52 is four, and the number of the connecting columns 423 is also four. The column diameter of the connecting column 423 is adapted to the groove width of the concentric groove 52. When the four connecting columns 423 penetrate through the four concentric grooves 52 at the same time, the rotating bodies 421 at both ends of the connecting column 423 are rotatably installed on the fixing part 5. Therefore, when the pulling belt 62 pulls the rotating body 421, the rotating body 421 can rotate.

[0052] As an alternative embodiment, such as Figure 6, the mounting member 51 includes a sliding column 511 fixed on the extrusion member 41, a protruding body 512 provided on the sliding column 511, and a first elastic member 513 provided outside the sliding column 511. When the extrusion member 41 moves towards the reduced-diameter section 33, the protruding body 512 presses the first elastic member 513. A hole for the sliding column 511 to penetrate is provided on the fixing portion 5, and the width of the protruding body 512 is greater than the aperture of the hole. When the extrusion member 41 moves towards the reduced-diameter section 33, it can drive the sliding column 511 to move towards the reduced-diameter section 33. At this time, the protruding body 512 presses the first elastic member 513, causing the first elastic member 513 to deform. When the pulling force of the pulling belt 62 received by the rotating body 421 disappears, the elastic force of the first elastic member 513 pushes the protruding body 512, causing the sliding column 511 and the extrusion member 41 to move and reset in the direction away from the reduced-diameter section 33. In addition, the presence of the first elastic member 513 also restricts the movement of the extrusion member 41. When the pulling belt 62 pulls the rotating body 421, causing the force-applying body 422 to press the extrusion member 41 to displace, the first elastic member 513 is compressed. Only when the pressure applied by the pulling belt 62 to the rotating body 421 increases will it further drive the rotating body 421 to rotate, causing the extrusion member 41 to displace. Among them, the first elastic member 513 is a spring.

[0053] As an alternative embodiment, as Figure 8 , the force-applying body 422 has a contact surface 424 in contact with the force-receiving body 411. One end of the contact surface 424 is the far end 425 extending in the direction away from the center of the rotating body 421, and the other end of the contact surface 424 is the near end 426 extending in the direction towards the center of the rotating body 421. In the initial rotation state, the force-receiving body 411 of the extrusion member 41 corresponds to the far end 425 of the contact surface 424. When the rotating body 421 rotates clockwise, the contact surface 424 can apply a thrust to the force-receiving body 411 in the direction of the center of the reduced-diameter section 33, causing the extrusion member 41 to move in the direction of the center of the reduced-diameter section 33. Therefore, when the pulling belt 62 pulls the rotating body 421 to rotate clockwise, it can push the extrusion member 41 to move. When the pulling force of the pulling belt 62 disappears, the extrusion member 41 moves in the direction away from the reduced-diameter section 33 under the action of the first elastic member 513. At this time, the force-receiving body 411 can transmit the force to the rotating body 421 through the contact surface 424, causing the rotating body 421 to rotate counterclockwise and reset.

[0054] In another embodiment, as Figure 9 , the vibration and noise reduction device further includes a connecting ring 7 installed on the isolation cover 1. Both the connecting section 21 and the outlet section 22 are installed inside the isolation cover 1 through the connecting ring 7. The connecting ring 7 is fixed inside the isolation cover 1. Both the connecting section 21 and the outlet section 22 can be installed on the connecting ring 7, achieving the effect of installing the connecting section 21 and the outlet section 22 inside the isolation cover 1.

[0055] In another embodiment, as Figure 10, a skirt plate 221 is provided on the outlet section 22; a fixed column 71 is installed on the connecting ring 7, and a second elastic member 72 is sleeved outside the fixed column 71; the fixed column 71 penetrates through the skirt plate 221, and the second elastic member 72 abuts against the skirt plate 221. In this embodiment, when the extruding member 41 presses the reduced diameter section 33, the reduced diameter section 33 can transmit part of the force to the outlet section 22 through the second communication end 32. At this time, the outlet section 22 can be subjected to a tensile force in the direction of the connecting ring 7, and the outlet section 22 can have a small displacement, driving the skirt plate 221 to press the second elastic member 72, causing the second elastic member 72 to deform. Therefore, when the reduced diameter section 33 is subjected to the pressure of the extruding member 41, it can partially transmit to the outlet section 22, reducing the problem that both the outlet section 22 and the connecting section 21 are in a fixed state and the reduced diameter section 33 is damaged due to excessive pressure from the extruding member 41. Among them, the second elastic member 72 is a spring.

[0056] Finally, it should be pointed out that the methods and devices described in detail above are only examples, and those skilled in the art can modify these examples in different ways as long as they do not depart from the scope of the present invention.

Claims

1. A vibration and noise reduction device for an aircraft exhaust port, characterized in that: include, An isolation cover (1) capable of being installed on an aircraft; An exhaust duct (2) is arranged in the isolation cover (1), comprising a connecting section (21) connected to the aircraft exhaust port, and an outlet section (22) capable of communicating with the connecting section (21); A deformable connecting portion (3), comprising a first connecting end (31) and a second connecting end (32) respectively connected to the connecting section (21) and the outlet section (22), and a reduced diameter section (33) provided between the first connecting end (31) and the second connecting end (32); The constriction portion (4) comprises an extrusion member (41) in contact with the reduced diameter section (33), and a pushing member (42) abutting against the extrusion member (41); The pushing member (42) comprises a rotating body (421) and a force-applying body (422) mounted on the rotating body (421); the extruding member (41) is provided with a force-bearing body (411) that abuts against the force-applying body (422); The isolation cover (1) is provided with an opening (11); The vibration and noise reduction device for an aircraft exhaust port further comprises a moving part (6), wherein the moving part (6) comprises a movable body (61) mounted on the opening (11) and capable of moving, and a pulling belt (62) connecting the movable body (61) and a rotating body (421); When the pushing member (42) pushes the extruding member (41) to move relative to the diameter-reducing section (33), the extruding member (41) can reduce the diameter of the diameter-reducing section (33) according to the compression diameter section (33).

2. The vibration and noise reduction device for an aircraft exhaust port according to claim 1, characterized in that: It also includes a fixing part (5) mounted on the isolation cover (1), which includes a mounting member (51), the extrusion member (41) being mounted on the fixing part (5) via the mounting member (51), and the rotating body (421) being rotatably mounted on the fixing part (5).

3. The vibration and noise reduction device for an aircraft exhaust port according to claim 2, characterized in that: The rotating bodies (421) are symmetrically arranged on both sides of the fixed portion (5), and a connecting column (423) is arranged between the two symmetrically arranged rotating bodies (421); The fixing portion (5) is provided with a concentric groove (52), and the connecting column (423) passes through the concentric groove (52).

4. The vibration and noise reduction device for an aircraft exhaust port according to claim 3, characterized in that: The mounting member (51) comprises a sliding column (511) fixed on the extrusion member (41), a protrusion (512) provided on the sliding column (511), and a first elastic member (513) provided outside the sliding column (511); when the extrusion member (41) moves in the direction of the reduced diameter section (33), the protrusion (512) presses the first elastic member (513).

5. The vibration and noise reduction device for an aircraft exhaust port according to any one of claims 1 to 4, characterized in that: The force-applying body (422) has a contact surface (424) in contact with the force-receiving body (411), one end of the contact surface (424) extends in a direction away from the center of the rotating body (421), and the other end of the contact surface (424) extends in a direction close to the center of the rotating body (421).

6. The vibration and noise reduction device for an aircraft exhaust port according to claim 5, characterized in that: The number of the extrusion pieces (41) is at least two, and the extrusion pieces (41) are distributed around the circumference with the reduced diameter section (33) as the axis.

7. The vibration and noise reduction device for an aircraft exhaust port according to claim 6, characterized in that: It also includes a connecting ring (7) mounted on the isolation cover (1), and the connecting section (21) and the outlet section (22) are both mounted inside the isolation cover (1) via the connecting ring (7).

8. The vibration and noise reduction device for an aircraft exhaust port according to claim 7, characterized in that: The outlet section (22) is provided with a skirt plate (221); A fixed column (71) is mounted on the connecting ring (7), and the exterior of the fixed column (71) is sleeved with a second elastic member (72); The fixed column (71) passes through the skirt plate (221), and the second elastic member (72) abuts against the skirt plate (221).

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